History of Flight
On July 2, 2015, about 1800 central daylight time, a North American T-28A airplane, N9103F, operated by Trojan Corporation of Grand Forks, North Dakota, struck a light pole and impacted terrain while on landing approach to Moorhead Municipal Airport (JKJ), Moorhead, Minnesota. The private pilot, the sole occupant, was fatally injured, and the airplane was destroyed. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal flight; no flight plan was filed. Day visual meteorological conditions prevailed at the accident site. The flight originated from Hector International Airport (FAR), Fargo, North Dakota, at 1750, initially en route to Lyons Field (47Y) in Pelican Rapids, Minnesota.
According to the Federal Aviation Administration (FAA) inspector's statement, the airplane departed runway 31 at FAR and climbed to 1,800 feet mean sea level (msl), about 900 feet above ground level (agl), at 160 knots. Shortly after reaching that altitude, the pilot radioed FAR departure control, stating his intention to land at JKJ. The controller asked if he needed assistance; the pilot replied, "I don't think so." Clearance to land at JKJ was given. When asked again, the pilot said, "No." The controller approved a frequency change and instructed the pilot to squawk VFR (transponder code 1200). No reply was received. The controller advised that radar services were terminated; again, no acknowledgement followed. No further communications were made. Radar showed the airplane in a controlled descent on a southerly heading toward JKJ, covering 7.5 statute miles from 1,800 feet msl to the point of impact, an average descent rate of 120 feet per mile. Field elevation at JKJ is 918 feet.
One witness, located 2 miles north of the accident site, observed the airplane flying south at an estimated altitude of 150 to 200 feet agl with the landing gear extended. The witness described it as "obviously in distress" and noted a "terrible racket" sounding like "a gearbox or engine that was failing or out of oil." Two other witnesses in a public park 2 miles north reported the airplane at about 100 feet agl; they could clearly see the pilot. The engine was "missing and popping," with the landing gear down. They watched until impact. Eight additional witnesses interviewed by Clay County Sheriff's deputies corroborated these accounts. One noted the airplane appeared slow with "rocking" wings before its right wing clipped a light pole. The light was destroyed; the pole remained undamaged.
Witnesses and passersby went to the accident site and found the pilot conscious, coherent, and talking. A shirt was placed against a large laceration on his forehead. Shortly thereafter, the pilot succumbed to his injuries. Emergency personnel extricated him from the wreckage.
The accident location was in a corn field, 600 feet south of the Moorhead Department of Transportation weigh station, about 2 miles east of Moorhead, along Interstate 94, and half a mile from the approach end of JKJ's runway 12. According to the FAA inspector, two open fields and four roads lay between the public park and the accident site. The pilot made no attempt to execute an emergency landing in either field.
Personnel Information
The pilot held a private pilot certificate with an airplane single-engine land rating. According to FAA records, when he applied for medical certification in March 2017, he estimated total flight time of 791 hours. His flight time in the T-28A could not be determined.
Aircraft Information
N9103F, serial number 51-7606, was manufactured by North American Aircraft Corporation in 1951 and certificated in the experimental category. It was powered by a Wright R-1820 engine rated at 1,475 horsepower.
Meteorological Information
The weather observation at JKJ at 1814 reported wind from 030° at 6 knots, visibility 10 miles, clear sky, temperature 23°C, dew point 1°C, and altimeter setting 30.07 inches of mercury. At FAR, about the same time, wind was 020° at 8 knots, visibility 10 miles, few clouds at 4,800 feet, temperature 24°C, dew point 12°C, and altimeter setting 30.07 inches of mercury.
Wreckage and Impact Information
According to the FAA inspector's report, the right main landing gear struck the ground first, followed by the nose. The propeller and gear case separated from the engine and came to rest 20 feet from the impact crater. The fuselage rotated clockwise 180° and came to rest facing north. The engine separated from the fuselage and was found 60 feet to the south. The right wing separated and lay inverted slightly behind the aircraft; its flap was torn off, with the outboard end pointing away from the fuselage. The landing gear was extended; the strut was broken at the axle attachment. Paint transfer marks from the light were noted on the right wing.
The tail section was mostly intact; the right elevator had only tip damage. The horizontal stabilizer was deflected upward at the root. The left horizontal stabilizer had impact damage from debris. Flight control continuity could not be conclusively determined due to the extent of damage. The shoulder harness had failed; the lap belt remained fastened. The radio was set to the FAR departure frequency.
First responders placed absorbent pads under the wings for leaking fuel. The fuel tanks were drained: the right wing contained 25 gallons and the left wing 7 gallons, for a total of 12 gallons usable. This did not include fuel in the ruptured header tank or fuel lost after impact. Hydraulic fluid from severed lines was also leaking.
Medical and Pathological Information
The Ramsey County Medical Examiner's Office attributed death to "multiple traumatic injuries." The FAA's Bioaeronautical Sciences Research Laboratory conducted toxicology tests: no carbon monoxide detected in cavity blood, no ethanol in vitreous; diphenhydramine was detected in urine and cavity blood. Diphenhydramine is an antihistamine used for sneezing, runny nose, watery eyes, and motion sickness.
Tests and Research
On July 5, under FAA supervision, the engine was disassembled and examined at Tri-State Aviation in Wahpeton, North Dakota. According to the FAA inspector, the engine was running as reported by witnesses. Damage to the propeller and gear case was consistent with the engine developing power. No visible signs of failure were found; the oil filter was free of contamination, and no metal or carbon deposits were visible. Oil specimens sent to Aviation Laboratories were within normal ranges.
The FAA inspector removed the airspeed indicator, manifold pressure gauge, and tachometer; examination revealed no transfer marks to indicate power setting at impact. After consulting with other T-28 pilots, the inspector learned that the engine would need to be developing power for the airplane to remain airborne in the landing configuration. He calculated that the airplane flew 1.6 miles in landing configuration before impact.